Air-brake apparatus



Jul .22, 1924.

- s. G. NEAL AIR BRAKE APPARATUS 10 Sheets-Sheet 1 Filed Oct. 27. 192:5

QWMWK B QN v INVENTOR Jpe'ncer GJVeaL aw.

ATTORNEY 5' July 22, 1924.

1,502,521 S. G. NEAL AIR BRAKE APPARATU Filed Oct. 27, 1923 10 Sheets-Sheet 2 fig a? y I INVZziTOR ATTORNEY 5' l0 Sheets-Sheet 3 W Nb 8. G. NEAL AIR BRAKE APPARATUS Filed Oct. 27, 1923 .N Q Q Wm m E aww m fin July 22, 1924.

m m E v W MN ATTORNEYQ July 22 1924.

l0 Sheets-Sheet 6 INVENTOR BY I I E ATI'ORNEYQ S G NEAL AIR BRAKE APPARATUS Filed Oct. 27, 19,23

MEN MEN Q v EN July 22, 1924. 1,502,521

s. G. NEAL AIR BRAKE- APPARATUS Fnea oct. 27, 1925 10 Sheets-Sheet v iNVENTOR LQMLLJQwaL ATTORNEYS July 22, 1924.

s. G. NEAL AIR BRAKE APPARATUS 10' Sheets-Sheet .8

Filed Oct. 27 1923 NN WN July 22, 1924. 1,502,521

S. G. NEAL AIR BRAKE APPARATUS Filed Oct. 27, 1923 10 Sheets-Sheet 9 1 1 59.18. Emergency Posifian/ INVENTOR W M A'ITORNEY5 July 22, 1924. 1,502,521

5. e. NEAL AIR BRAKE APPARATUS Filed Oct. 27; 1923 10 Sheets-Sheet 1O 1359.19. dE meyenylapfioswbnj &

fiPatented duly 22, 1924.

STATES T OFFICE.

SPENCER G. NEAL, OF NEW YORK, N. Y.', ASSIGNO'B TO AUTOMATIC STRAIGHT AIR BRAKE COMPANY, OF WILMINGTON, DELA'WARE, A CORPORATION OF DELAWARE.

AIR-BRAKE APPARATUS.

Application filed October 2'7, 1923.

" voir, air from said reservoir passing to the brake cylinder with air from the brake pipe during all service applications of the brakes so that the brake pipe reservoir contains brake pipe air at brake pipe pressure. It is a further characteristic of the apparatus disclosed in said application that the brake cylinder pressure controls the movement of the triple valve to lap position so that the brake cylinder pressure will be built up to the desired degree without regard to the length of piston travel or brake cylinder lea-ks.

The main object of this invention is to simplify and improve the construction of the apparatus disclosed in the aforesaid application for patent.

Another object of the invention is to simplify and improve the means for obtaining a quick release of the brakes.

A further object of the invention is to simplify and improve the means for obtain ing an emergency application of the brakes, and to obtain rapid serial action of the triple valve throughout the train in emergency applications.

A further object of this invention is to provide a triple valve adapted for use in any and all sizes of brake cylinders and with any and all sizes of air reservoirs so that one standard form of triple valve may be used for all classes of-service, both passenger and freight.

In the drawings:

Fig. 1 is a vertical sectional view of the triple valve taken on the line 11 of Fig. 3, a portion thereof being shownin side elevation;

Fig. 2 a face view of the flange of the triple valve which is bolted to the emergency reservoir;

Serial No. 671,220.

Fig.3 a plan view of the triple valve, a portion thereof being shown in horizontal sectional view, the section being taken'on the line 33 of-Fig. l; l

-Fig. 4 a vertical sectional viewtaken on the line 44: of Fig. 3; f j

F1g. 5 a diagrammatic view showingthe triple valve connectedto anemergency res ervoir, a brake pipe reservoir and a brake cylinder;

Fig. 6 a vertical sectional view taken on the line 6-6 of Fig. 3; I v

Fig. 7a vertical sectional view taken on the line Z-7 of Fig.1;

Fig. 8 a plan view of the main slide valve sea Fig. 9 a diagram of the ports of the main slide valve;

Fig. 10 a diagram of the ports of the graduating valve seat;

Fig. 1 1 a diagram of the ports of the graduating valve;

. F ig. 12 a plan view of theemergency slide valve seat;

Fig-13 a diagram ofthe ports of the emergency slide valve;

Fig. 14a diagrammatic View of the triple valve showing the parts in full release and brake pipe reservoir charging position;

Fig. 15a diagrammatic view showing the full release and emergency reservoir charging position;

Fig. 16 a diagrammatic view showing the service position;

Fig. 17 a diagrammatic view showing the service lap position; v

. Fig. 18 a diagrammatic view showing the emergency position; 7 i Fig. 19 a. diagrammatic view showing the emergency lap position and I Fig. 20 a detail plan view of the restriction plate. v

Referring. to the various .parts by reference character-a1 A designates the triple valve; B' the emergency reservoir; C the brake'cylin der. and D the brake pipe reservoir. (See Fig. 5.) i y .The triple valve comprises a main. body portion E ,which contains the main and graduating: valves and the service piston; an emergency section F which contains the emergency slide valve, the release and emergency piston, the release governing valves, the emergency brake pipe vent. valve, the quick e e ere nd the emerg n y s voir valvep and the controller section G which contains the means for operating the pilot valve and control-ling the brake cylinderpressure;

J designates the brake pipe; K the main slide valve; L the emergency slide valve; M the pilot valve; N the graduating valve; and O the brake pipe vent valve. P designates the quick release valve which controls the discharge of emergencv reservoir air into the main slide valve chamber and thence to the brake pipe for a quick serial release of the brakes; Q designates the emergency reservoir valve which controls the discharge of emergency reservoir air to the brakecylinder for an emergency application of. the brakes. y

In order to simplify the description, the

structural arrangement of the various parts will be first described and then the various ports, passages and valves and their func tions and movements will be described in detail in connection with the several valve operations. In the drawings illustrating the general construction and arrangement of the triple valve, the ports and passages have been omitted in order to simplify the drawings and prevent confusion. The ports and passages are illustrated diagrammatically in Figs. 14 to 1'9 and have been illustrated correctly in Figs. 8 tov 13 inclusive. In view of the full illustrations of the ports and passages, in the detail views it is though unnecessary to attempt to illustrate them in the views showing the con- 'struction and arrangement of the parts of the triple valve.

The main body part E (see Figs. 1 to 7) of the triple valve is provided with a brake pipe port 1 which is in direct communication through a passage 2 with a port 3 in the main slide valve seat passage 53 thereby placing the brake pipe in direct communication with the main brake pipe chamber 4, said chamber-also constituting the mainslide valve chamber. In the chamber 4 is arranged a b ushing 5 in which is formed the main slide valve seat 6, the main slide valve K operating onsaid seat and being held in position thereon by means of a spring? carried by the main slide valve andbearing on] the inner surface of the bushing directly over the valve. In the main body portion E1 of the triple valve is also formed a supplemental brake pipe chamber 8 at one end of the main brake pipe chamber 4.. The chambers is cylindrical and is provided with a bushing in which reciprocates a service piston 9, said piston'serving as a movable abutment separating themain brake pipe chamber 4 from the;supplemental brake pipe chamber 8. Connected rigidly to'the service piston 9 and extending centrally through the main brake pipe chamber 4 1s a valve stem 10 which carries two abutments 11 and 12 which are adapted to engagethe ends of the main slide valve. The distance between said abutments is greater than the length of the main slide valve so that the valve stem may have a certain limited movement independently of the main slide valve. The valve stem 10 is cut out to receive the graduating valve N so that the said valve will move positivelvwith the stem. The

graduating valve operates on the upper surface of the main slide valve and is held yieldingly in engagement therewith by any suitable spring, arrangement. The outer end of the supplemental brake pipe chamber 8 is closed by a suitable head 13 which carries an inwardly extending centrally located rigid stem 14 This stem extends into a hollow end portion of the stem 10 and is provided with a head 15 at its inner end. The head 15 serves as a stop for a loose collar 16 which is slidably mounted on the stem 14. The end of the hollow portion of the valve stem 10 is closed by a cap 17, said cap serving as a st a.

- 1.3 when the service piston moves to application position. The portion E of thev triple valve is attached to the emergency section F by means of a flange; EQ To the under side of the main body portion E is secured a connection plate E and to this plate is connected the brake pipe J and the brake pipe. reservoir pipe D. The plate E is formed with a port which directly connects with the brake. pipe port 1. It is also provided with aport which connects directly to the brake pipe reservoir passage 111. This plate is also provided with ports and passages which communicate with the brake cylinder and with the emergency reservoir. Between the connection plate E and the part E of the triple valve is interposed a restriction plate It said plate being provided with ports correspond-- ing to and registering with the ports in the connection plate. Byv interposing a restriction plate having ports of the desired size or capacity the triple valve mayk be adapted for use with brake cylinders and air reservoirs of the desired size. The connection plate E is of standard construction having maximum capacity ports and passages.

The emergency section F is secured to the flange E of the main body portion E and is provided with. a piston chamber 21 which at one side is in open communication with the main brake pipe chamber 4. In this piston chamber is arranged a release and emergency piston 22 which is considerably larger in diameter than the service piston 9, said two pistons being axially in line with each other. In the emergency section is also formed an emergency valve chamber 23 which is in communication with the piston chamber 21, the piston 22 forming a movable abutment separating the emergency valve chamber 23 from the main brake pipe chamber 4 so that the air pressure in the main brake pipe chamber 4 will operate on one side of the release and emergency piston and the air pressure in the emergency valve chamber 23 will operate on the other side of said piston. That side of the piston 22 which is exposed to the air pressure in the main brake pipe chamber 4 might be termed the release side of the piston, and that side which. is exposed to the air pressure in the emergency valve chamber might be termed the emergency side of said piston. F The piston 22 is formed with a releasing stem 24 which extends into the main brake pipe chamber 4 and is formed with a head 25. The main slide valve stem 10 is formed with an open yoke 26 adjacent the abutment 12, said yoke loosely engaging the release stem 24 and being loosely interlocked with the head 25. The purpose of this loose connection is to permit the piston 22 to move the main slide valve to release position and at the same time permit the piston 22 and the main slide valve to have movements inde pendently of each other during service and emergency operations, but more particularly to permit the piston 22 and the emergency valve to have an independent movement to emergency lap position. The release and emergency piston is larger than the service piston so that an increase in brake pipe pressure in the main brake pipe chamber 4 will move the piston 22 toward the right hand as viewed in'Figs. 1 and 14 to 19 and carry the main slide valve to release and charging position as will be more fully hereinafter described.

The release and emergency piston 22 is formed with a central guide stem 27' which extends outwardly through the emergency valve chamber 23, said stem fitting a tubular guide post 2". In the emergency valve chamber is arranged a bushing 28 in which is formed an-emergency valve seat 29 on which the emergency valve L operates. The emergency valve is held in position on its seat by a tubular guide 30, said guide surrounding the stem 27 and its guide post and carrying depending abutments 31 between which the emergency valve is held. Surrounding the guide post 27 is an'coil emergency spring 32, said spring being confined between the closed outer end of the guide and a stop collar 33 on the end of the guide post 27. The inner wall of the emergency valve chamber is adapted to be engaged by the guide 30 to stop the emergency valve in its normal position, said valve remaining in said normal position at all times except when it is moved into emergency position. The guide 30 is provided with two flanged extensions 34 which extend toward the piston 22. The piston 22 is provided with two flanged extensions 35 which extend toward the guide 30, said extensions 34 and 35 interlocking, as shown in Fig. 1, there being a slight space between the said interlocking flanges to permit the piston 22 to have a slight movement independently of the guide 30. When the piston is moved the desired distance toward the main brake pipe chamber, that is to say toward application position, the flanged extensions will be engaged'and thereafter the guide 30 and the emergency slide valve will move with the piston 22. This movement of the emergency slide valve occurs only when piston 22 is moving to emergency position. When the main slide valve is moved to service application position theflanged extensions 34 and 35 will be engaged and the emergency spring will then serve as an additional means for stopping the main slide valve in service position, as will be'more fully hereinafter described. V

In the emergency valve chamber an emergency lever 37 is pivoted at 36, one arm of said lever being formed into a yoke which straddles the emergency spring and bears against the inner face of the tubular guide 30. The other arm of said lever carries a valve operating pin 38 which is adapted to engage a projecting stem 39 secured to the emergency reservoir'valve Q. Valve Q controls a port 40 which is in communication with 21 passage 41. Valve Q seats downwardly and is held firmly -on its seat by pressure in passage 41. hen the piston 22 is moved inwardly to emergency position the lever 37 will force the valve Q, from its seat and thereby place passage 41 in com-- munication with the emergency valve chamber 23. Passage 41 is in direct communication with the emergency reservoir as will be hereinafter described. In the emergency position of the emergency slide valve L the chamber 23 is in direct communication with the brake cylinder. The emergency section F is provided with a circular flange F by means of which the triple valve is bolted to the emergency reservoir and the emergency reservoir is in communication with the ports and passages of the triple valve through a port which leads through said flange. The

brake cylinder is also in communication with theproper ports and passages of the-triple valve through a port which leads through said flange.

The controller section G of the triple valve is mounted on the under side oi the emergency section F and consists of rings 43 and 44, an upper chamber plate 45, and a lower closure plate 46, all of said parts being bolted together. The upper chamber plate is formed with lateral horizontal flanges G by means of which the controller section is bolted to the emergency section. Between the rings 43 and 44 and the lower closure plate 46 are arranged diapliragms 47, 48'a1id 49, said diaphragms forming chambers 50, 51, 52 and 53. The inner portions of the diaphragms are supported by circular clamping members all. of which are rigidly connected together and to a central post so that all of said diaphragms move together. The central supporting members are only slightly smaller in diameter than the chambers in which they are located so that there is only a slight portion of each diaphragm unsupported and exposed to air pressure. This unsupported portion of each diaphragmis bridged by a bridge ring 42 which is formed with marginal flanges which seat on annular shoulders formed on the rings and on the supporting members. The inner margins of these bridge rings move with the diaphragm supporting members while the outer margins thereof remain in contact with the shoulder on the rigid supporting rings. The diaphragms are each formed with an annular rib 42 which is adapted to engage its co-operating bridge ring. Chamber 5O constitutes an emergency reservoir chamber and is in communication with an emergency reservoir. Chamber 51 constitutes a pressure retention chamber. Chamber 52 is the brake cylinder controlling chamber and is in direct communication with the brake cylinder. Chamber 53 is the actuating chamber and is in communication with the main brake pipe chamber 4 and through said chamber with the brake pipe, said communication being open to the brake pipe at all times, except when the main slide valve has been moved to emergency position. The central supporting member of the diaphragm structure is adapted to contact with the plate 46' to limit the downward movement of the diaphragms. The upper supporting member of the diaphragm 47 is adapted to contact with an annular shoulder 54 to limit the upward travel of the diaphragms.

Pivotally mounted in the chamber 53 is a pilot valve lever 55, said lever being mounted on one end on a pivot 56 and being connected by a pin 57 to the upper end of the central stem of the diaphragm structure. The free end of the pilot valve lever is connected by a rod 58 to. a guide 59 which carries the pilot valve M. The guide 59 0perates ina bushing 60-mounted in a chamber 61 formed in the plate 46 and in open co1 nmunication with the actuating chamber through passage 62, theoperating rod 58- extending through said aperture. The controlling diaphragm 48, whichv is subject to. brake cylinderpressure in the brake cylinder. control chamber 52, is larger in diameter than the actuating diaphragm 49 and the emergency diaphragm 47, the actuating dia-.

phragm and the emergency diaphragm being of equal diameter. The pilot valve M is held yieldingly in lap position by spring 59*, said spring being compressed when the pilot valve is moved to application position, and the guide 59 moving away from said spring when the pilot valve is moved to release position so that the said spring servesv as a means for stopping the pilot valve both in release lap and service lap positions. l

In a chamber 70 formed in the emergency section F is pivotally mounted a quick release lever 63, said lever being, connected by a yoke 65 with a'stem 66 of a quick release piston 67. The piston 67 is mounted in a chamber 68 formed in the emergency section F, said chamber 68 being connected by a passage 103 to a port in the main slide valve seat. The chamber 70 is in open communication with the main brake pipe chamber 4 through passage 102. A portion of the chamber 70 is formed by an enlargement of the flange E of the main slide valve section E. The quick release piston 67 is provided with a guide stem 72 and said piston moves inwardly in quick release operations when the chamber 68,is exhausted to atmosphere through the 'main slide valve and the release governing valves, as will be hereinafter described. The quick release valve P controls a port between the emergency reservoir passage 41 and the chamber 70. The stem of this valve extends into the chamber, 70 and is adapted to be engaged by the upper arm of the lever 63 so that when the piston 67 moves inwardly the valve P will be lifted from its seatand emergency reservoir air may flow, from pas sage 41 into chamber 70 and thence directly into the main brake pipe chamber, 4. The quick release valve P is held to its seat by a spring 74. The passage 41 is connected to theemergency reservoir and in said passage is arranged a check valve 76 which is adapted to be seated by any pressure flowing from chamber 70 around valve P but which may be treelyunseated by emergency reservoir pressure flowing through. passage 41 into chamber 70 or into chamber 28.

Inthe emergency section F are arranged three release governing check valves '83, 84 and 85, said valve-s being arranged directly in line with each other and seating downwardly on bushings arranged in the upper 7 being surface of the section F These valves control ports which lead into a common atmospheric discharge port 87 and are each held to its seat by a spring 86. These'three valves control the quick release and the graduated release operations of the triple valve, being opened when the triple valve is operated in quick release and closed when it is operated in graduated release, as will be fully hereinafter described. In the section F axially in line with the valves 83, 84 and 85 are valve opening plungers 88, the inner lower ends of which extend into a passage 77 in which is arranged a slidabl release governing bar 78. The bar 78 is recessed at 79 to receive the ends of the plnngers, and one wall of each recess is inclined to form a cam 80. When the bar 78 is pulled outwardly, as shown in Fig. 4, the plungers fit in the recesses 79 and the valves are closed by their springs. This is the position oi tl e parts when the triple valve is operating in graduated release. Itis manifest that by sliding the bar 78 inwardly cams will movethe plungers and force the release governing valves from their seats. This is the quick release position of the parts.

In the emergency section F is formed a chamber 89 in' which the brake pipe vent valve 0 is mounted. This chamber is divided into a lower piston chamber 90; an intermediate exhaust chamber 91; and an upper brake pipe chamber 92. The vent valve 0 seats downwardly and closes a large port between the brake pipe vhtll'lbil 92 and the exhaust chamber 91, said chamber directly connected to atmosphere through a large exhaust port 93. The brake pipe chamber 9:2 is directly connected to the brake pipe, and the piston chamber 90 is connected to a. port in the emergency valve seat so that when the emergency valve goes to emergency position emergency reservoir air will flow into chamber 90. In this chamber 90 is arranged av piston 94 having an upwardly extending tubular stein which receives a downwardly extending stem carrier by the vent valve 0. The vent valv U is held to its seat by a spring 95. lVhen the piston 94 is moved upwardly the vent valve will be unseated and the brake pipe will he connected directly to the large exhaust port 93. This port 93 is of greater capacity than the brake pipe in order to secure a rapid discharge of brake pipe air to atmosphere in emergency applications and thereby bring about a very rapid serial action of a l'the triple valves in the train.

All of the vent valvesand release governing valves are arranged to seat downwardly on seats mounted in or on the upper face of the emergency section F of the triple valve. These valves are all en losed by a cap plate 81 in which suitable chambers and thebrake valve in full release position to admit main reservoir pressure to the brake pipe. The air pressure thus admitted'to the brake. pipe enters the triple valve at the brake pipe connection 1, and flows therefrom through passage2 and port 3 to chamber 4. From chamber 4 the brake pipe pressureflows to chamber 53 of the diaphragm section, through passage 96, and the diaphragms are operated to their lowermost position as shown in Fig. 14, uncovering port 97 of the pilot valve seat, and permitting the pressure from chamber 53 to How to' cham- ,ber 8 at: the left side of the small service piston .9, through passage '98, cavity .99 of the main slide valve, and passages'lOt) and 101. This communication permits. an equalization of pressure on both sides of piston 9,

. causing this piston to. become inoperative,

and in turn allows the larger piston 22 to operate the main slide valve and the graduating valve totheextrerhe right. against zero pressure in the emergency valve chamber 23. The increasing brake pipe pressure is also registered in chamber 92, abovethe emergency brake pipe pressure vent valve 0. Chamber above the quick release piston 67 is in direct communication with chamber 4 through passage 102, and registers brake pipe pressure therein during this position of the triple valve. The pressure in chamber 70 operates piston 67 to the position shown, thus opening the quick release valve P,-because at this time chamber 68 is vented to atmosphere through passage 103 in the valve body, passage 104'in the main slide valve, cavity 105 of the graduating valve, passage 106 of the main slide valve, and passage 107 in the valve body. The latter passage is open to atmospheric discharge port 87 when the release governing valve 85 is open. When the valve 85 is closed, as when operating in graduated release, the quick release piston 67 will not assume the position shown in Figure 14, because the pressure in chamber 68 is not vented to atmosphere. Even though valve P may be open as shown, check valve 76 prevents the brake pipe pressure from flowing to the emergency reservoir. lNithout this check valve in passage 41, the'brake pipe pressure would flow direct to the emergency reservoir through this passage, which leads direct to the emergency reservoir connection 108. In this position of the triple valve, the brake pipe reservoir is charged from chamber 4 through 'pbrt f109" of the graduating valve, passage 1100f themain shdeyalve, and passage 111 of the valve" body. The pressure thus slowly flowing to the brake pipe reservoir will, after a given period of time, completely equalize with the brake pipepressure, thereby causiage complete equalization of pressure in chambers at and '23, on opposite sides of piston' 22, as the latter chamber is in direct com- "munication with the brake pipe reservoir 'thr6u hpasSages 112 and 111. 'When this equahzatienoccurs, the graduating spring =19 will ope'ratef pistons 9and 22 together r'vith' the graduating'valve N tothe left. fTh'e'movement "of the graduating, valve to [the :left' closes communication between port "109 of'the' graduating'valve and passage 110 of the'fma'inslide"valve, and cuts ofi comf'municatioirbetween the brake pipe and the brakepipe-reservoir; this movement of the graduating' valve to the left is governed by I the jdistance'b'etween the graduating spring fjwasher i17"and the'shoulder 20, located on ithestemle. "This distance isthe equivalent "0f the distance between the abutment 12 lo- ",cated' at the right of the slide valve operating stem 10,"a'nd the right end of the "main slide "valve. "Thus it will'be seen that'the lgra dilating valve may be'foperated thisdis- "'tarree wmhout an movement ofthe' main "slide valve and assumeemerg'ency' reservoir ht i'igilz l P i i n Eme rgency resere'oir cher ging, position v (Fig. 15.)

In tliisposition ofthe triple valve, communicaftion is cut off betweenpassages 104 "and 106 ofthema'in slide valve, as cavity 1O5 0f the graduating valve is out of registerwithpassage 10 1, thus closing communica- 'tion betweenchamber 68 and atmosphere. Theleakage past piston 67, which is not 5. rovided with' a piston ring, will result in "an'equalization of pressure on both sides of said piston, permitting the replacing spring73 tooperateit to the position shown "in Figure .15, thereby closing the quick release Valve P. This position of the triple 1 valvepermits the emergency reservoir to be "chargedfrom chamber t'through the port 109 of the graduating valve, passage 113 of the main slide valveand passage 114 of the valve body; From passage 114 air pressure 'flow's-p'ast-the non-return check 'valve' 115 and direct to "the emergency reservoir 1' throughpassage 108. The chamber be- "n'eath the diaphragm 47 will be increased "with the increase of pressure in the "emergency reservoir, as this chamber is in direct "communication with the emergency reservoir through passage 116. Air pressure [will continue to flow to the emergency "reservoir, until a complete equalization oc- "iicu rs between the brake pipe and the i455 ma e-nay reservoir at which time both the brake pipe reservoir'and'the emergency-reservoir pressures are-at an equality 'with'the brake pipe pressure and the systemwill be fully charged preparatory to a service brake application. It will be noted that thereis not at this time communication between chamber 4 and the brake pipe reservoirbecause port 109 of the graduating valve is position that will permit port 109 of the graduating valve to communicate with ports 110 and 113, of the main slide valve; This dual communication is an assurance that both the brake pipe reservoir and the emergency reservoir are charged to a full equality with the brake pipe. The purpose of thiscommunication will be clearly set forth in the description of the service operation of the triple valve.

- Service position (Fig. 16)

When the system has been fully charged as described in emergency reservoir charging position the pressures in chambers 53 and 50 ofthe diaphragm section are equal and there is no pressure in chamber 52 between the brake pipe pressure diaphragm 49 and the equilization diaphragm 48, a there is direct communication between the brake cylinder and chamber 52 through passage 117, the brake cylinder at this time being in direct communication with the atmosphere.

Neither is there any pressure in atmospherechamber 51 as this chamber when operating the triple valve in quick release is vented to atmosphere through passage 118, cavity 119 connected to the diaphragims by lever 55.

This position of pilot valve M affords free communication between passages 98 and 121, by way of cavity 12-2 of the pilot valve. This communication will release the pressure in chamber 8 at the left side of the service piston 9 below the brake pipe pressure in chamber a, the air from chamber 8 flowing direct to the brake cylinder as followsfpassage 100, cavity 99 of the main slide valve, passage 98, cavity 122 of the pilot valve, passage 121, chamber 52 and passages 117 and 123.

This reduction of pressure in chamber 8 below that in chamber 4 will operate the pistons 9 and 22 and the main slide valve to the left and assume service position. When the main slide valve has reached service position communication with the brake pipe reservoir and chamber 8 is obtained, the object being to establish a sufficient equalization 011 both sides of the service piston 9 to permit the graduating spring 19 to positively stop the main slide valve in full service position. The communication between the brake pipe reservoir, chamber 23 and chamber 8 is established through passage 12 1, passages 125 and 1260f the main slide valve which are connected by cavity 127 of the graduating valve, and passage 101 in the valve body. As a further prevention against undesired emergency operation the stop 35 of the emergency piston engages the tubular guide 30, and the head 25 at the left end of the emergency piston stem 24 engages the right end of the valve stem 10. The engagement of these parts makes it necessary to compress the emergency spring 32 before it will be possible to assume emergency position. An emergency application cannot be obtained until the brake pipe pressure has been reduced at an emergency rate, and it is this rate of brake pipe pressure reduction only that willcom press spring 32. In this position of the triple valve the mixing chamber 128 is in communication with the passages 129, 130 and 131 of the main slide valve; passage 129 being in communication with the brake pipe through passage 2, passage 130 being in direct communication with the brake pipe reservoir through passage 11]., and passage 131 being in direct communication with the brake cylinder through passage 123. Thus is will be seen that as both the brake pipe and brake pipe reservoir pressures are admitted to the mixing chamber 128 as described, both of these pressures will flow from this mixing chamber to the brake cylinder through passage 131 of the main slide valve and passage 123. This communication will remain established so long as the pilot valve is in service position, which will in turn hold the pressure in the chamber 8 sufficiently below that in chamber 1- to maintain the graduating valve in service position.

It is understood that the pressure in chamber 53 is of a lesser amount (becaus of the brake pipe reduction) than that in chamber 50, which has been held sealed by the charging check valve 115, and that before the pilot valve can assume service lap position an energy must" be created from is created through the medium of the brak cylinder pressure developed in chamber 52 acting upon the difi'erential areas of diaphragms 4L9 and48. As the area of diaphragm 18 is larger than the area of diaphragm 49, diaphragm as will necessarily create a greater downward energy than the opposing upward energy created on diaphragm 49. The areas of these two diaphragms are so proportioned that when lbs. has been developed in the brake-cylinder for each 1 lb. reduction of brake pipe pressure in chamber 53, below the undisturbed emergency reservoir pressure in chamber 50, the pilot valve assumes lap position. i For example: Should the brake pipe pressure be reduced 10 lbs, the pilot valve will remain in service position until 25 lbs. pressure has been built up in the brake cylinder, a ratio of 2m; to 1, or as stated, a development of 21} lbs. pressure in the brake cylinder for each 1 lb. reduction in the brakepipe pressure.

To assure a positive and firm seating of the emergency reservoir charging check valve 115, the pressure in passage 11% beneath this check valve is vented to atmosphere through cavity 132 of the main slide valve and passages 133 and'13 1.

assumes lap position, because the pressure in chamber 52 acting against the large area. of the diaphragm 48 will augment the en-- ergy in chamber 53, which has previously been reduced by the brake pipe reduction. \Vhen the pilot valve assumes lap position communication is cut off between passages 98 and 121 thereby stopping the reduction of pressure in chamber 8 at the left side of piston 9. When this operation takes place, the brake pipe reservoir pressure, which is in communication with chamber 8 at this time through ports and passages previously described, causes an immediate equalization of pressure on both sides of piston 9, because both the brake pipe and the brake pipe reservoir pressures are at an equality at this time. This equalization will permit the graduating spring 19 to operate pistons 9 and 22, together with the graduating valve N to the right. by the distance between the graduating spring washer 18 and the head 17 at the extreme left of the stem 1 1. During this movement the-main slide valve will not be disturbed, but theports which weresupply- This movement is limited ing' pressure-t the brake cylinder 'from. the .mixing chamber 128 will be cut off and there will be no further development of brake cylinder pressure. However, should the I brake cylinder pressure leak to atmosphere,

YVith the pilot valve in this position a' reduction oi pressure will againtake place in chamber 8 and the graduating valve will again assume service position to replenish the brake cylinder pressure to the necessary ,degree to cause-thepilot valve t again assume lap position. Release while operating in. quick release position. To effect a release of the brakes, the

brake pipe pressure is increased in the usual manner, which will result in a corresponding increase in pressure in chambers 4 and '53. The increase of brake pipe pressure in chamber 53 operates the pilot valve to release position, thereby admitting brake ,pipe pressure through passage 98 toichamher 8, and the increase in pressure in chamber 4 above that inthe chamber 23, which is at this time sealed from the brake pipe by t the main slide valve, operates the main slide valve toward release position. The main 'slide'valve can operate toward release position without any spring resistance until the graduating spring washer 16 engages the shoulder 20. During this movement, thebrake pipe reservoir pressure in chamber 23 is released to atmosphere in an "amount that will cause a sufficient ,difierential of pressure between the increasing brake pipe pressure in, chamber at andthe decreasing brake pipe reservoir pressure in chamber 23 to positively operate the triple valve to release position. The communication between chamber 23, and the atmosphere is as follows: passage 124 of the Valve body, passage 135 of the mainslide valve, cavity 105 of the graduating valve, passage 106 of the main slide valve, and through passage 107 to the atmosphere, the valve .when operating in quick release being open.

It will be noted when referring to Figure 17 that the passage 106 in the main slide valve is out of communication with passage 7 107, but when this free movement above referred to takes place, communication is established between passages 106 and 107. This reduction of pressure between the chamber 23 and the atmosphere likewise takes place in chamber 68. beneath the quick through passage 138 of the valve body and past the quick release valve 84 (see Figure 14). \Vhilein. release posit on as above described, the system will again be charged as previously described, under full release and brake pipe reservoir charging position. Graduated release operation.

The present triple valve is designed to be operated 1n graduated release in grade braking, where retainers are. now used with Westlnghouse equipment. To accompllsh this resuit the operating stem 78 which controls the releasegoverning check valves 83, 8e and .85 is manually 'operatedto the left,'this position permitting the guide stems of these valves'to enter the recesses in stem 78. The

closing ot valve 85 prevents the release of the brake pipe reservoir pressure in chamber 23 to atmosphere, and likewise tlie rele-ase of the pressure beneath the quickrelease piston 67. Check valve Set preventsthe release of the brake cylinder pressure by way of the main slide valve, the release of brake cylinder pressure being controlled entirely by the pilot valve when the triple valve is operating in graduated release position. When valve 83 is closed, the release of pressure to atmosphere from chamber 51 between diaphragms t7 and a8 is prevented; A service application of the brakes when operating in graduated release position is accomplished precisely as described under service position with the valves 83, 84 and 85 open. The only functional differences in the operation of the triple valve when operated in graduated release as compared with quick release, is in the control'ot the brake cylinder pressure, particularly while releasing the brake cylinder pressure, and the maintenance of the emergency reservoir pressure duringall positions of the triple valve other than emergency. When the brake pipe pressure is increased theemergency reservoir pressure is not released to the brake pipe, as when operating in quick release, but'is sealed and maintained during all service operations. Assume that a 20 pound brake pipe reduction has been made from an initial brake pipe pressure of 70 pounds and that a fullservice brake cylinder pressure has been developed (50 pounds). At this time there will be a pressure of 50 pounds in chambers 53 and 52, and pilot valve M will be in lap position. If it is desired to partially release the brake cylinder pressure, the brake pipe pressure is increased in chamber 53 and the combined pressure in chamber 53 and chamber 52 will then predominate over the undisturbed emergency reservoir pressure in chamber 50. Under these conditions, the pilot valve will operate to release position as shown in Figures 14 and 15. With the pilot valve in this position, the brake cylinder pressure will be released to atmosphere slowly through passages 123 and 117, the equalizing chamber 52, passage 121, cavity 122 of the pilot valve, passage 139, cavity 140 of the main slide valve and passage 134. As previously stated, the reduction of the brake cylinder pressure is quite slow when operating in graduated release, and while the pilot valve is in release position brake cylinder pressure is re istered in chamber 51 be tween diaphragms 47 and 48. When operating a train wholly equipped with the pres ent triple valve or with such valves in the majority, the pilot valve will be in lap position the greater part of the time with the result that the pressure in chamber 51 will be vented to atmosphere through passage 141, cavity 122 in the pilot valve, and passage 139, which leads direct to the atmosphere, by way of the cavity 140 in the main slide valve and passage 134. Under these conditions, the brake cylinder pressure fluctuations are in practically direct proportion to the increase and decrease of the brake pipe pressure.

Vhen operating a train of mixed equipment with the present triple valve in the minority and ordinary Westinghouse triple valves in the majority it is desirable to use the cycling method of braking when operating on grades. When operating with the cycling method the frequency of the cycles depends upon the grade and the amount of pressure retained in chamber 51 depends upon the frequency of the cycles. On steep grades greater pressure will be built up in chamber 51 than when operating on slight grades. This feature of my present invention is fully described and claimed in my copending application, Serial No. 640,893, filed May 23, 1923.

Emergency position (Fig. 18).

This rate of brake pipe re ticn of pressures in chambers 4 and 23 will establish a difierential in pressure on both sides of piston 22 that will oppose the resistance of the emergency spring 32, and the piston 22 and the emergency slide valve L will be operated to the left toward emergency position, as shown in Figure 18. When the piston 22 has moved only a short distance toward emergency position, the lever 37 will open the emergency reservoir valve Q. The opening of valve Q will admit the high emergency reservoir pressure to chamber 23past check valve 7 6 located in passage 41. The admission of this high emergency reservoir pressure to chamber 23 will further increase the pressurein said chamber above that in chamber 4, with the result that the piston 22 and the emergency slide valve L will be positively operated to 7 emergency position, as shown in Figure 18. At the start of the emergency bralre'pipe reduction, a reduction of pressure in chamber 4 will likewisebe registered in chamber 53 of the diaphragm section. Should an emergency application of the brakes be made with the brakes fully released or after a service brake pipe reduction, the pilot valve will be operated toward service position; but should an' emergency application be made after a full service brake pipe reduction, the pilot valve M during emergency operation of the main parts of the triple valve will remain in lap position. In any event, the position of the pilot valve will not interfere with the emergency operation of the triple valve, because the emergency piston 22 and the emergency slide valve L which is actuated by this piston are operated to emergency position without any assistance of other parts in the triple valve. When the emergency slide valve assumes emergency position, the pressure in chamber 8 at the left side of the service piston 9 is vented directly to atmosphere through passage 143, cavity 144 of the main slide valve, passage 145, cavity 146 of the emergency slide valve, passage 14?, and then direct to the atmosphere through passage 148. The release of the pressure from chamber 8, assisted by the engagement of the piston 22, with the end of the stem 10, will operate the main and graduating valves quickly and positively to emergency position, and passages 149 and 150 will then be uncovered by the emergency slide valve and the pressure admitted to chamber 23 from the emergency reservoir (and under certain conditions the pressure from the brake pipe reservoir which enters chamber 23 through passage 112) will be free to flow thereto. This high pressure thus entering passage 149 will flow to chamber 90 below the emergency vent piston 94. The area of this piston is greater than the area of the emer gency brake pipe vent valve 0, which Will cause the pressure admitted to chamber 90 against the area of piston 94 to oppose the brake action throughout a long train. With brake pipe itself.

this triple valve, the extreme has been reached with respect to the local brake pipe reduction at each car throughout v a long train, because the emergency brake pipe vent valve 0 is of a greater capacity than the The pressure entering passage 150 from chamber 23 flows direct to the brake cylinder through passage 136 when the emergency slide valve is in emergency position. Emergency brake cylinder pressure is registered in chamber 4 through passage 136, chamber 4 being at this time out of communication with the brake pipe, as the brake pipe port 3 is covered bythe main slide valve. Because 01": the uninterrupted communication between chambers 4 and 53, by way of passage 96, the emergency brake cylinder pressure will likewise be registered in chamber 53, andbecause emergency reservoir pressure registered in chamber below diaphragm 47 equalizes with the brake cylinder the pressures in chambers 53, 50 and 52 are equal.

' Should the triple valve be operated in quick. release with the release governing valve 83 open, chamber 51 between diaphragrns 47 and 48 will be out of communication with the atmosphere, as passages 118 and 120 do not register because of the position of cavity 119 which maintains this communication in all positions of the triple valve other than emergency and emergency lap.

In case the pilot valve should assume release position after an emergency application of the brakes, the brake cylinder pressure which at this time would enter passage 139 is prevented from being released to the atmosphere, as cavity 140 in the main slide valve is moved out of register with passages 139 and 134.

As previously stated, under certain conditions, both the emergency reservoir and the brake pipe reservoir pressures would flow direct to'the brake cylinder. This will be the case should the brake pipe reservoir pressure be higher than the developed emergency brake cylinder pressure. If an emergency application is made following a full service brake application when carrying pounds initial pressure in the brake pipe only the emergency reservoir pressure will flow to the brake'cylinder because the developed brake cylinder pressure resulting from the release of the undisturbed emergency reservoir pressure to the brake cyliribrake pipe reservoir through the by-pass 154 around check valve 153. If an emergency brake application is made while the brakes are fully released, both the brake pipe reservoir air and'the emergency reservoir air will then flow to the brake cylinder and equalize therewith. This latteroperation is necessary because of the empty brake cylinder, whereas when an emergency brake application is made following a full service or an over service brake pipe reduction, the brake cylinder is filled and the assistance of the brake pipe reservoir pressure in developing the desired emergency brake cylinder pressure 1S not needed, because of the augmentation of the already established brake cylinder pressure.

E merpenc'g Zap position 2'9. 19).

lVhen a complete equalization occurs between the admitted emergency reservoir pressure in chamber 23,; and the-brake cylinder pressure. pressures on both sides of piston 22 will become equal and the emer gency spring 32 will operate piston 22, to-

gether with the emergency slide valve L,'to

the right until the head 25 of stem 24 engages the stem 10. This operation will cut ofi' communication between chamber 23 and chamber 90 beneath the emergency vent piston 94. which was previously established through passage 149, and vent the pressure from chamber 90 to atmosphere through passage 149, cavity 155 and passages 156 and 148. The release of pressure in chamber 90 to atmosphere will equalize the pressures on both sides of piston 94. because the chamber above this piston is in direct communication with the atmosphere through passage 93. Replacing spring 95 will then operate valve 0 and the piston 94 to closed position. Communication will also be cut oil between chamber 8 and atmosphere at the left side of piston 9, as cavity 146 of the emergency slide valve L does not register with passages 145 and 147. With the main slide valve in emergency osition chamber 8 is in com munication with the brake pipe through pas- 

